Sleeve valve for gasoline motors



Nov. 5, 1929. H. A. RECEN SLEEVE VALVE FOR GASOLINE MOTORS Filed Nov.1927 Patented Nov. 5, 1929 UNITED STATES PATENT OFFICE HENRY A. RECEN, FBRECKENRIDGE, COLORADO, ASSIGNOR OF ONE-HALF TO CHARLES W. BURNHEIMEE,OF BRECKENRIDGE, COLORADO SLEEVE VALVE FOR GASOLINE MOTORS Applicationfiled November 5, 1927.

This invention relates to improvements in the construction of internalcombustion engines and has reference more particularly to an improvedconstruction of the intake 6 ports of sleeve valve engines.

broken up and vaporized before they enter the combustion chamber so asto produce a more complete vaporization of the gasoline and therebyeffect a more thorough combustion with increased efficiency.

It is another object of this invention to provide means whereby thegaseous mixture will be more uniformly heated before it enters thecombustion chamber and whereby small unvaporized particles ofhydrocarbon will thereby be evaporated so as to increase the proportionof vapor present in theinixture.

In order to more clearly describe this 1nvention, I shall have referenceto the accompanying drawing in which the preterred embodiment thereofhas been illustrated in connection with a sleeve valve engine and inwhich:

Fig. 1 is a vertical diametrical section through an engine cylindershowing the 1ntake and outlet ports and the various sleeves thatcontrol. the operation of the engine;

Fig. 2 is a perspective view of the upper end of the inner sleeveshowing the intake port and the i'nanner in which this has been modifiedto attain the results desired; and

Fig. 3 is a section taken on line 38, Fig. 1.

In the drawing numeral 1 represents the wall of the cylinder which issurrounded by a water jacket space 2. The upper end of the cylinder isclosedby a cylinder head 3 n'l'iicli is removable and which is also provided with a water jacket space 2, which cooperates with the waterjacket space 2 for the purpose oi cooling the engine. The cylinder headhas a cylindrical portion -1- that extends downwardly into the interiorof the cylinder 1 and which has an outwardly extending flange 5 thatcooperates with the upper edge of the cylinder wall 1 to form a tightclosure in the manner shown in Fig. 1. The cylinder Serial No. 231,216.

wall is provided with an inlet port 6 and with an outlet port 7. Theinlet port communicates with the interior of a closed chamber portion 6that connects with the intak manifold which has not been shown.

Slidably mounted within the cylinder are two sleeves 8 and 9, the latterof which will be referred to as the inner sleeve, while number 8 will bedesignated as the outer sleeve. A piston 10 is mounted for reciprocationwithin the inner sleeve and is connected by means of a connecting rod 11to the crank pin of the crank shaft which likewise has not been shown asit does 11013101111 a part of this invention. As the engine illustratedis old and well known, no attempt will be made to describe the same indetail, except in so far as this is necessary for the purpose ofproperly explaining this invention. An annular chamber 12 is formedbetween the inner sur face of the cylinder 1 and the outer surface ofthe cylinder member 4 and the upper ends 01 the sleeves 8 and 9reciprocate in this space. Cylindrical member 4 is provided with grooveson its outer surface in which are located rings 13 and 14:, which serveto make a tight connection between member l and the inner surface of thesleeve 9. The outer sleeve is provided with two port openings 15 and 16which cooperate with the intake port 6 andthe outlet port 7 for thepurpose of admitting and permitting the intake and the expulsion of Itwill be observed from Fig. 1 that the opening 15 is located somewhatnearer the top of sleeve 8 than the opening 16, so that only one of theports will register with the corresponding opening in the cylinder atone time. The inner sleeve is provided with two openings 17 and 18, theformer corresponding to the outlet port 7 and the latter to the inletport 6. Opening 17 is of the same size as opening lo in sleeve 8 anddoes not differ from that now ordinarily used in this type of 7 engine.a I

My invention relates to the construction of the inlet port indicated bynumeral 18 and consists in this, that this opening does not extendentirely through the inner sleeve, but extends substantially half thethickness 01" the sleeve in the manner shown most clearly in Fig. 3. Theinner wall of ring 9 which corresponds to the opening 18 has beenperforated and is provided with a plurality of holes 19. From Fig. 3 itwill be observed that the length of the opening 18 is considerablygreater than the length of the opening 6 in wall 1 and this makes itpossible to obtain a total area of hole openings which is equal to thearea of the opening 6. This is made necessary by the fact that aconsiderable amount of metal must be left between adjacent holes 19 andtherefore the area of the hole or recess 18 must be increasedsufficiently to compen sate for this decrease. Holes 19 may be made ofany size desired, but should preferably be quite small and they may allbe of the same diameter or may be made of diiierent diameters as this isof no material consequence ex cept to this extent that if they are madetoo large, they will not perform their function in the most effectivemanner.

Let us now assume that the engine is in operation and that the intakeand outletports are periodically opened and closed in the mannernecessary for a four-cycle engine operation. l/Ve will now find thatafter the engine has been running for some time, the inner sleeve willbecome highly heated, due to the heat generated by the combustion andthe metal surrounding the holes 19 will naturally assume a temperaturecorresponding to that of the sleeve. As the mixture of air andhydrocarbon is sucked into the cylinder during the downward stroke ofthe piston,

this mixture will be forced to flow through the openings 19 where anyunvaporized particles of hydrocarbon will be broken up by its impactwith the metal and these small particles will be further vaporized bythe heat. As holes 19 are preferably quite small and the nictal is quitehot, it is apparent that the entire air stream will become thoroughlyheated, whereas if the same amount of air would pass through anopening'having the same area as opening 6, very little heat would beimparted to the center of the air stream as this would not come incontact with the metal. By my construction, however, the entire airstream will become equally heated throughout every part of its area andtherefore the vaporization of the particles in the middle of this airstream will be as effectively accomplished as the vaporization alongbrie outer edges would be if a larger port opening were employed. I havefound that by this construction the hydrocarbon fuel is more intimatelymixed with the air and therefore produces an explosive mixture of greatuniformity that will readily ignite and in which the combustion is verycomplete. By thus intimately mixing the air and hydrocarbon vapors, asmoother operation of the motor and a more etlicientutilization of theheat units 1 of the hydrocarbon fuel is accomplished with the resultthat the eiiiciency of the engine is greatly increased and at the sametime the operation is improved.

Having described the invention what is claimed as new is:

1. In an internal combustion engine of the sleeve valve type which has acylinder provided with an intake port and two concentric sleevestelescopically connected with the cylinder and with each other, eachsleeve having a port adapted to be moved into reg ister with the intakeport, the port in one of said sleeves being formed by a large number ofsmall openings placed close together, the wall of the sleeve being ofreduced thickness where it is perforated.

2. In an internal combustion engine having a cylinder provided with anintake port and with two sleeves, the outer sleeve being slidable withinthe cylinder and the inner sleeve slidable within the outer sleeve, theouter sleeve having a port of substantially the same size as the port inthe cylinder, the inner sleeve having a recess in its outer surfacewhich is of greater area than the port, the bottom of said recess beingthinner than the other parts of the sleeve and provided with a largenumber of small holes.

3. In an internal combustion engine having a cylinder provided with anintake port and with two sleeves, the outer sleeve being slidable withinthe cylinder and the inner sleeve slidable within the outer sleeve, theouter sleeve having a port of substantially the same size as the port inthe cylinder, the inner sleeve having a recess in its outer surfacewhich is of greater area than the port, the bottom of said recess beingthinner than the other parts of the sleeve and provided with a largenumber of small holes, the combined areas of the holes in the innersleeve being substantially equal to the area of the port opening in thecylinder.

In testiminy whereof I aflix my signature.

HENRY A. REGEN.

